Automatic train stop



July 24, 1923.

E. R. SALAZAR AUTOMATIC TRAIN STOP Filed March 28 1919 3 Sheets-Sheet 1E5542 Mimi;

Mme-655s 3 Sheets-Sheet 2 July 24, 1923.

E. R sALAzAR Ta AUTOMATIC TRAIN STOP Fild March 2s,

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July 24, 1923. r 1,463,096

E. R. SALAZAR AUTOMATIC TRAIN STOP Filed March 28 1919 3 Sheets-Sheet 5wvawto r ERSqZazar WITNESSES Patented July 24, 1923.

are an EMILIO B. SALAZAB, OF HABANA, CUBA.

AUTOMATIC TRAIN STOP.

Application filed March 28, 1919. Serial No. 285,831.

To all whom it may concern:

Be it known that I, EMILIO R. SALAZAR, a citizen of Cuba, residing ati-labana, in the Province or" Habana and Republic of Cuba,

have invented new and useful Improvements in Automatic Train Stops, ofwhich the following is a specification.

My present invention pertains to automatic train stops.

One of the objects of the invention is the provision of an automatictrain stop equipment adapted to work satisfactorily in the winter in alocation where it is exposed to the elements.

Another object of the invention is the provision of simple, reliable andeasily installed electro-mechanical means for bringing about a stop of alocomotive or train when a condition of danger is encountered.

Other objects and practical advantages of the invention will be fullyunderstood from the following description and claims when the same areread in connection with the drawings, accompanying and forming part ofthis specification, in which:

Figure 1 is a plan view, partly diagrammatic, illustrative of the trackequipment,

constructed in accordance with my invention.

Figure 2 is a detailview showing the relation of the third rail tothe'running rails of the railway.

Figure 3 is an enlarged detail view, showing the installation of aportion of my invention in a locomotive.

Figure 4 is an enlarged longitudinal vertical section illustrating theexplosion cham ber comprised in the locomotive equipment, and theappurtenances of said chamber.

Figure 5 is an enlarged detail section of the valve connected with saidexplosion chamber and designed following an explosion in said chamber tobleed air from a fluid pressure brake system with a view to bringing atrain to a gradual stop.

Figures 6 and 7 are detailed views ot the equipment constructed inaccordance with my invention and carried by the forward truck of thelocomotive.

is ample to heat the resistance i9,

into sections or blocks by the use of insulat-ion 3 in the rails orbetween the meeting ends of adjoining rails at suitable intervals. Itwill also be observed that the track equipment comprises a battery 4connected through Wires 5 with the rails 1, an automatic semaphore blocksignal 6, a relay 7 a signal battery 8, a third'rail 9, a wire connection 10 between one of the rails 1 and the relay 7, a wire connection10 between the other rail 1. and the relay and an electrical connectionfrom one side of the signal battery 8 through the conductor 11, armature 12, contact 13 and conductor 14. to the contact rail 9;

When a train is in the block shown at the right of Figure 1 while atrain is in the preceding; block, current will pass from the rail 9through the locomotive connections to the insulated section of rail 27 Xand through the conductor 28 to the other side of the battery 8. Thiswill bring about the stoppage of the locomotive in the block at theright. of Figure 1 with its contact roller 16 in engagement with 9 inthe manner and by my improved means complementary. to the locomotive ashereinafter set forth.

The third rail 9fis approximately thirtythree feet in length and'has itsends9 bent downwardly, Figure 2. The top of the said third rail is abouttwo and a halt inches I use the full voltage of the signal battery 8,

inasmuch as the said third rail 9 is not in a position to short circuitthe relay. Moreover, the currentis not in thethird rail 9 continuouslyas in the track-circuit, but is only in said third rail when thesemaphore arm is in the stop position.i. e., when a train bridges thegap between the third rail 9 and one track rail 1. In consequence, whenthe semaphore arm is in the stop position, the desired condition of anelectromotive force of ten volts or' more is brought into existencebetween the third rail 9 and one of the running rails 1. This manifestlyhereinafter described, to incandescence. It will be noted here that theprovision of the third rail 9, in conjunction with the equipmentdescribed, obviates the necessity of employing movable trips along thetrackway; which are objectionable because of their the third rail ispreferably 'superimtendency to fail to work properly in the winterseason when they are subject to the influence of ice, sleet and snow.

I prefer, in practice, tovfix the contact wheel 16, Figures 6 and 7, toan axle 17, and to have the said axle revolve in a journal box 18, whichis insulated from" the supporting frame 19, as indicated at 20. I alsoprefer to have the said wheel 16 located to run about two inches higherthan the running rails 1', and to so proportion the sup porting frame 19that the same will impose part of the load of the truck on the wheel 16in order to assure said wheel making a good contact withthe rail 9.

In the illustration of the locomotive, Figure 3, the throttle valve 21,the operating lever 22 and the connection complementary to said valveand lever are of the ordinary well known construction, as is als thesteam turret 23 and the dome 24 and dry pipe 25.

In furtherance of m invention 1 arovide inconnection with the pipe 25,designed to lead steam from the throttle valve 21 to the pistoncylinders of the locomotive, a valve body 26, a seat 27therefor, asupport 27" for the stem'28 of the valve body, a casing 29 which snuglyreceives a portion 30 of body 26, and aspring 31 which operates toreturn the valve body 26 to and normally maintain'the same in theposition shown in Figure 3. I also employ the explosion chamber 30 shownin Figures 3 and 4, as well as the valve construction shown in Figures 3and 5. When closed against the seat 27 by the means hereinafterdescribed, the valve body26is designed to cut oil the supply of steam tothe pipe 25 and thereby stop the driving of the locomotive. As bestshown in Figure 4 the explosion chamber 30 communicates with a valvechamber 32, in which is arrangeda spring actuated check valve 33, andthe chamber 32 merges into a reducer 34 that is connected through a pipe35 with the casing 29 at the opposite side of the valvefbody 26, withreference to the pipe'25. Arranged, as shown in the eXplosion shell 30,is a chamber 40 containing an explosive charge 41 ,the saidshell beingheld in place by a composition body 42, The threaded aperture 43 in thewall of the chamber 30 receives a fuse plug 44, equipped with suitableinsulation. 45 and a binding post 46 for the electrical connection.A'main electrode 47 from the binding post 46' anda ground electrode 48connected to the base of the plug 44 are preferably of copper andproject through the composition body 42 and have between them a resistance' 49 formed by preference of platinum' wire. Manifestly theresistance may beat any appropriate material other'than plosive charge40, and from this it follows that when the resistance is heated to-incandescence by the passage therethrough of electrical current theexplosive charge will be ignited and gas will be produced in the chambe30 The reducer 34 is provided as shown in Figure 3, with a safety valve50, which is designed'to' blow off at a much higher pressure than thatofthe boiler. The main electrode 4'? and the binding post 46 of theignition crevice are electrically connected with the bearing 18 of thecontact wheel 16, and the electrode 48 of said device is groundedthrough the locomotive to the rail 1 at the right of Figure 1 in orderto bring about the ignition of the explosive charge 40 at the propertime and by the means before described. would have it understood thatthe function of the valve 33 is toprevent steam fromcntering theexplosion chamber 30 in the event of the steam leaking past the valvebody 26. 7 7 3 and 5, comprises casing 60 thatis con nected through apipe 61 withthe explosion At this point, I

The valve construction, Figures will rest in the position siown' andprevent passage of fluid under pressure fromthe' reservoir to theatmosphere. When, however, an explosion takes place 111 the chamber 30,the expanding gas will operate against the piston 64 and will unseat thevalve 65 was to allow air from the reservoir to bleed or escape slowlyto-the atmosphere through the aperture 68 in casing 60,

and thereby bring about a gradual application of the fluid pressurebrakes. i

Normallythe armature 12 is held to the electro-magjnets 7 of the relay,said magnets being at that time energized by current fromthe trackbattery 4. When as shown in Figure 1. the track battery 4 is shortcircuited-by train indicated lay-15 at=the left I of the insulationpoint 3, and the magnets 7 are ClQEDGIQ'lZQCl, the armature 12 makeselectrical connection with the terminal 13 causing voltage to be throwninto the third rail 9, and at'thc same time the semaphore 6 is moved bythe ordinary well known means or any other means to the stop positionshown in Figure 1.. The direction of travel is supposed to be toward theleft on the track shown in Figure l, and hence when a locomotiveequipped with my improvements follows the train indicated by 15, and thecontact wheel 16 'ofsaid locomotive contacts with the third rail 9,steam,

will be applied in the manner hereinafter set forth.

In the practical operation of the locomotive equipment portion of myimprovement it will be observed that When the wheel 16 is in contactWith the third rail 9, the resistance 49 in the explosive charge 41 willbe heated to incandenscence, and gas will be generated in the chamber30. This gas Will compress the dead air in the pipe 35 and the valve 26will be forced towards the left in Figure 3 and thereby cut oil thesupply of steam from the locomotive cylinders, and at the same time thevalve construction best shown in Figure 5 will be actuated to permitfluid under pressure to escape slowly from the reservoir 63 to theatmosphere and thereby bring about a slow and steady application of thefluid pressure brakes.

Having described my invention, What I claim and desire to secure byLetters'Patent, is

1. The combination of a locomotive steam pipe, a cut-oil valvecomplementary thereto, an explosion chamber, a conduit intermediate saidchamber and the casing of said cut-0E valve, means in the explosionchamber for holding an explosive charge, and

means for igniting such charge to bringmeans in the explosion chamberfor hold ing an explosive charge, and means fOrig niting such charge tobring about move ment of the cut-elf valve to close the pipe.

- 3. The combination of a locomotive steam pipe, a cut-off valvecomplementary thereto,

an explosion chamber, a conduit intermediate said chamber and the casinof said cut-off valve, means 1n the explosion chamber for 45 holding anexplosive'charge, a valveflor exhausting fluid under pressure from afluidv pressure brake system, and a conduit con- 7,

nection between the explosion chamber and said valve to put the valveinto operation for said purposeincidental to an explosion in thechamber.

In testimony EMILIO SALAZAR,

whereof my signature.

